Steering mechanism for motor-vehicles.



No. 7I6,388. Patented Dec. 23, 1902.

C. CRUMPTUN.

STEERING MIECHIWIISM FOR MOTOR VEHIGLES.

(App'xication led Jan. 29, 1902.) (Nn` Model.) 3 Shegts-Sheei I,

No. 7I6,388. Patented Dec. 23, |902.

' LBQMPIDH.

STEERING MECHANISM FUR MTUR VEHICLES.

(Application filed Jan. 29, 1902.) Y (Nn Model.) 3 Sheets-Sheet 2.

2. D 31 2 .m a D d e. t n e t a P N. 0 T P M 0 nn C C.

STEERING MEGHANISM FUR MOTOR VEHICLES.

(Application led Jan. 29, 1902.)

3 Sheets-Shut 3.

(No Model.)

lllrtimnn nfrnNtr OFFICE.

CHARLES CROMPTON, OF WORCESTER, MASSACHUSETTS.

STEERING VIECHANISIV! FOR MOTOR-VEHICLES.

SLBEUEFIGATION formingpart of Letters Patent No. 716,388, dated December23, 1902.

Original application filed September 25, 1901, Serial No. 76,548.Divided and this application filed January 29, 1902. Serial No. 91,659.(No model.)

To L7/Z whom Lr may concern;

Be it known that I, CHARLES CROMPTON, a citizenoftheUnitedStates,residingat Worcester, in the county of Worcester andState of Massachusetts,haveinventedanlmprovement in Steering Mechanismfor Motor-Vehicles, of which the following description, in connectionwith the accompanying drawings, is a specification, like numerals on thedrawings representing like parts.

This invention relates to mechanism for steering a motor-vehicle orequivalent device, and has for its object to provide a novel form ofsteering mechanism which is adapted for ditterent conditions ot road.

One familiar way in which motor-vehicles are controlled as to theirdirection of movement orare steered is to connect the steeringwheelsdirectly to a steering shaft or head, which is so positioned as to bereadily operated by the drivel' of the vehicle. Another Way in which thesteering mechanism of the motor-vehicle is sometimes constructed is toindirectly connect the steering-wheels to the steering shaft or headthrough a system of gearing. ln the first type of steering mechanism theconstruction is such that a movement ofthe steering-head through aslight angle gives to the steering-wheels a movement through anapproximately corresponding angle, while in the second type abovereferred to the construction is such thatin order to turn thesteering-wheels to any considerable angle the steering shaft or headmust be revolved one or more times.

The first type of steering mechanism above referred to has the advantagethat the steering-wheels can be quickly moved into the desired position;but it has the disadvantage that where the road is uneven or rough anyobstructions, even though slight, with which one or the other of thewheels comes in contact produces a jar which is felt by the driver ofthe machine. Furthermore, should one ot the wheels strike an obstructionwhile the vehicle is moving the tendency would be to turn the wheels,and since the connection between the wheels and steering-shaft is directthe resistance to this turning movement must come entirely from theoperator. In steering mechanisms of the second class the movement of thesteering-wheels from one position to another lmust necessarily be ratherslow, because of the necessity of giving to the steering-shaft one ormore complete rotations in order to affect the steering-wheels; but withthis construction any tendency of the steering-wheels to turn fromtheircorrect direction caused by the unevenness of the road or obstaclesover which the said wheels may run is resisted by the gearing betweenthe wheels and the steering-head, and as a consequence the driver feelscomparatively little shock or jar.

It is the object of the present invention to combine in a singlestructure both types of the above-described steering mechanism and theconstruction is such that the steering mechanism can be converted into adirectacting mechanism, as I have chosen to call the steering mechanismof that type wherein the steering shaft or head is connected directly tothe steering-wheels, or an indirect mechanism, as I have chosen to termthe second class of steering devices, wherein the head is connected tothe steering-Wheels indirectly through the gearing. With my improvedsteering mechanism, therefore, whenever the vehicle is being driven oversmooth roads or in a crowded street, where constant and quick turning ofthe steeringwheels is necessary to guide the vehicle aroundobstructions, l will so adj ust lnysteering mechanism that thesteering-shaft will be directly connected to the steering-wheels, sothat the eect will be a direct-actingsteering mechanism. When, on theother hand, the vehicle is being driven over rough roads, but wherecomparatively little quick action ot' the steering mechanism isnecessary, I will so adjust the steering mechanism `that the wheels willbe turned indirectly from the head through a system of gearing. Thesystem of gearing that I employ is such that it serves to lock thewheels against being turned by meeting obstacles in the road.

My improved steering mechanism is mounted or carried directly by thebody of the vehicle, which is of course yieldingly mounted upon springs,and the said mechanism is connected to the steering-wheels by a flexibleconnection, which is not affected by the yielding movement of thevehicle-body. To thus IOO support the steering mechanism, Ipreferablyprovide a plurality of rods or bars, which extend across thevehicle-bodyand are secured at their ends to the sills thereof, and onthe said cross-bars are supported suitable brackets, which sustain theoperative parts of the steering mechanism. The steering-shaft, to theupper end of which the usual hand-wheel is fastened, has a universaljoint therein, so that the upper end thereof may be adjusted into anyposition convenient for the driver.

In the drawings, Figure 1 is a central longitudinal section of myimproved carriage. Fig. 2 is a view showing in front elevation thedirect and indirect connection between the steering-shaft and thesteering-wheels. Figs. 3, 4, 5, 6, and 7 are details of the steeringmechanism. Figs. 8 and 9 are views showing the manner of pivoting thesteering-wheels to the axle. Fig. 10 is another detail of thesteering-shaft, and Figs. 11 and 12 are details hereinafter referred to.

The body of the motor-vehicle and the driving mechanism may be of anysuitable or approved pattern, and for convenience' I have in Fig. 1illustrated a construction similar to that shown in my copendingapplication, Serial No. 76,548, filed September 25, 1901, of which thisapplication is a division. I would say, however, that any other form ofbody or driving mechanism may be employed, if desired. Thesteering-wheels may be attached to either the front or the rear axle, asdesired, although I have in this embodiment of my invention disclosedthe same as attached to the front axle. Preferably the front wheels aremounted upon spindles, which are in turn pivoted to the end of the frontaxle in some suitable way to turn about a vertical pivot, and the frontaxle will form part of the frame of the vehicle, this being one commonway of mounting the steeringwheels of a motor-vehicle.

Referring brieiiy to Figs. 8 and 9 of the drawings, 7l designates thefront axle, which may be of any suitable or usual construction and whichis shown as having the flat bearing 60, to which the vehicle-springs aresecured. The steering-wheels are carried by spindles 73, forming one armof a bell-crank 72, the other arm 74 of the bell-crank being connectedto the steering mechanism, as I shall presently describe. Thebell-cranks 72, while they may be pivoted tothe axles in any suitableway, are shown in Fig. 9 as including a hub 76, which is supportedbetween arms 75 on the end of the axle and through which arms and hub apivot-bolt 77 passes. The hubis also illustrated as being vprovided withbushings 79, the flanged ends of which engage wearing-washers 80, and Ipreferably make the upper wearing-washer 8O with a downturned flange,which embraces the flanged portion of the upper bushing 79, as seen inFig. 9, while the lower bushing will be provided with a similar flangeto embrace the lower washer 80. This construction is preferable, as itkeeps the bearing clean and free from dust. The arms 74 of thebellcranks 72 are connected together by a tie member 85, asrseen in Fig.2, so that the said steering-wheels will move in synchronism. Thesteering-shaft is designated by 88, and it may have at the upper endthereof a handwheel 30 or similar device, by which the said shaft may beturned, and, as I have stated, the said shaft and the mechanismconnected thereto are supported entirely by the vehiclebody, so as topartake of the yielding movement thereof. For this purpose I have shownextending across the body of the vehicle and beneath th'e iioor thereoftwo rods or supports 89, which are secured at their ends to the sills ofthe body in any suitable way, preferably by means of brackets 90, whichare bolted to the said sills and have projecting therefrom lugs 91,which enter recesses in the ends of the rods or supports 89. I haveillustrated two such rods or supports, and secured thereupon is abracket 92 of any suitable shape or construction, which bracket isadapted to support the lower end of the steering-shaft 88, whichpreferably comprises the sections 88?, 88h, and 88, as hereinafterdescribed.

Referring now to Figs. 3, 4, and 6, it will be seen that the bracket 92is provided at its upper end with two half-round seats, which iit theunder side of the rod 89, the said bracket being held in place by meansof cappieces 94, which clamp said bracket to the rods, as will beobvious. The bracket has extended laterally therefrom two arms 95 96,respectively, in the ends of which are alined bearings for the lower endof the steeringshaft 88, such lower end of the shaft being designated by88a. The said lower end 88a of the shaft has connected thereto a wormwhich is adapted to mesh under certain conditions with a segmentalworm-gear, and the said worm-gear is in turn connected to thesteering-wheels, whereby when the worm on the vsteering-shaft and theworm-gear are in mesh the turning of the steering-wheels is accomplishedthrough this worm-gear, and of course when this construction is employedit will take one or more rotations of the steering-shaft to turn thesteering-wheels through any appreciable angle. Loose upon the lower endof the steering-shaft is a hub or sleeve which is connected directly tothe steering-wheels, and t-he worm-gear and the said hub are soconnected together that when the worm-gear is out of mesh with the wormon the shaft the hub or sleeve is locked to the shaft, and when theworm-gear is thrown yinto mesh with the worm on the shaft the hub orsleeve is disconnected from the shaft. The result of this construction,therefore, is that when the parts are so adj usted that the worm-gear isthrown out of mesh with the worm on the shaft and the sleeve is lockedto the shaft any movement of the steering-shaft is communicated directlythrough the sleeve to the steeringwheels, and the steering-Wheels willmove IOO IIO

through approximately the same angle that the steering-shaft does. Vhenadjusted in this manner, the device is a direct-steering device. On theother hand, when the wormgear is thrown into mesh with the worm on thesteering-shaft and the sleeve or hub is disconnected from the said shaftthen the rotation of the shaft is communicated to the steering-wheelsindirectly through the wormgearing, and because of the well-knowncharacteristics of worm-gearing it will take several revolutions of thesteering-shaft to effect the turning of the steering-wheels. When in thelatter adjusted position, however, any tendency to turn the wheels fromtheir true course caused by meeting obstacles or otherwise, is resistedby the worm-gear rather than by the operator himself, the worm-gearserving to lock the wheels in their adjusted position. The worm upon theshaft is designated by 97, and the worm -gear which is adapted to bebrought into mesh with the said worm or disconected therefrom isdesignated by 98. One convenient way of mounting the said worm-gear soas to be capable of being brought into mesh with or disconnected fromthe worm is by slidably mounting the same upon a shaft 99, which shaftis supported in suitable brackets 100, also carried by the cross-rods89. The Worm-gear 9S has connected thereto and rigid therewith an arm101, from the end of which projects an offset 102, (shown in thedrawings as spherical in shape and which tits a suitable sphericalsocket 103 in the end of a link 104,) the other end of said link beingin turn connected in some suitable way, as by a ball-and-socket joint105, with the arm 74 of the bell-crank of one of the steering-wheels.The hub or sleeve, which is loose upon the lower end 88a of thesteering-shaft, is designated by 107, and it has extended therefrom anarm 108, likewise provided with a spherical knob or portion 109, whichis adapted to engage a spherical socket 110 in a link 111, which link inturn is connected by a ball-and-socket joint 105 with the otherbell-crank 72.

I have provided suitable mechanism whereby either the gear 98 may bebrought into operative relation with the steering-shaft S8 or the hub107 may be clutched to the said shaft, and it will be seen on referringto Fig. 2 that when the gear 98 is in operative relation with the worm97 on the steering-shaft the rotation of the steering-shaft by means ofthe hand-wheel will operate to turn the shaft 99 and swing the arm 101,thereby through the link 104 turning the steeringwheels; but by reasonof the worm-and-gear connection between the steering-shaft and the arm101 it will be necessary to turn the steering-shaft several times inorder to effect the position of the steeringwheels. rlhe worm-and-gearconnection, however, locks the steering mechanism in any adjustedposition, so that even though the road is very uneven or one of thesteering-wheels strikes an obstruction they cannot be turned, becausethe worm-and-gear connection locks them against turning. It will also beseen that when the worm-gear 98 is disconnected from the worm 97 and thehub 107 is clutched to the shaft a very slight turning movement of theshaft will operate to turn the steering-wheels sufficiently to steer theVehicle. When, however, the steering-shaft is connected directly to thesteering-wheels through the link 111, it is necessary to hold thehand-wheel 30 rmly in order to prevent the steering-wheels from beingturned out of their proper direction by obstructions in the roadway. Theconnection between the wormgear 98 and the hub 107 is such that when oneis brought into operative relation with the steering-shaft the other isthrown out of operative relation therewith, and vice versa. This objectis conveniently secured by the following structure. The bracket 92 isprovided with an offset 114, havinga bearing in which is mounted thebell-crank lever 115, one arm 116 of said lever havinga projectionengaging a groove 117 in the hub 107, while the other arm 11S of saidlever is bent, as shown in Fig. 4, and its end has a projection engaginga groove 119 in the hub of the segmental worm-gear 9S, which, as statedabove, is slidably mounted on the shaft 99. An operating bell-crank 120is mounted for turning movement upon one of the rods S9 (see Fig. 7) andhas one arm thereof provided with the projection 121, engaging thegroove 119 in the hub of the segmental worm-gear 9S. The other arm ofthe bell-crank 120 has a pivotalconnection with a nut 123,working on anoperating-screw 124, the said screw being mounted for rotation in atwo-part bracket 125, which is clamped about the rods 89. The saidbracket 125 has the offset portions 126, provided with suitableapertures to receive the operating-screw 124, and the said screw isprovided with the collars 127, engaging the offset portions andoperating to hold the screw against longitudinal movement. The upper endof the screw is squared, as at 128, whereby a wrench or other tool maybe applied thereto. i

Figs. 3 and 4 show the position ot' the parts when the steeringmechanism is geared for indirect action-that is, when the steering isdone through the worm-gears-and Fig. 5 shows the position of the partswhen the steering is done directly through the link 111. l/Vhen it isdesired to change the steering mechanism from indirect to direct, thescrew 124 is operated to turn the nut 123 down, and thus swing thebell-crank 120 in the direction of the arrow, Figs. 7 and 3, and intothe dotted-line position, Fig. 7. This movement of the bell-crank 120through the projection 121 operates to slide the segmental wormgear 98longitudinally on its shaft 99 into the position shown in Fig. 5,disconnecting the same from or throwing the same out. of operativerelation with the worm 97. This IIO movement of the gear 98 operates,through the bell-crank 115, to raise the hub 107, carrying the arm 108,and since the hub has integral therewith a clutch member 130 and theshaft-section 88 is provided with a coperating clutch member 131, saidlast-named clutch member preferably being integral with the worm 97, itwill be seen that the raising of the hub 107 to the position shown inFig. 5 clutches the same to the shaft-section 88a. When thesteering-shaft is turned with the parts in this position, the steeringwill be done directly through the link 111.

From the above description it will be seen that my steering mechanism isso constructed that by properly adjusting the same the steering-shaftmay be connected either directly to the steering wheels or indirectlythereto, as desired, and as I believe I am the first to accomplish thisI desire to claim the same, broadly, without reference to the particularmechanism for accomplishing the object. It Will also be seen that thesteeringhead or the steering mechanism is mounted upon and supportedentirely by the yieldingly-supported vehicle-body, and thereforepartakes of its movements, and that the link connections 104 and 111provide a flexible connection between said steering-head and thesteering-wheels, which compensates for the relative movement between thebody and running-gear. This I consider as being quite an importantfeature of my invention, for when the steering mechanism is mounted uponand supported entirely bythe ruiminggear, as is customary, all the jarand vibration of the running-gear is transmitted to the steeringmechanism and is felt by the operator or driver, while with my improvedconstruction, wherein the steering device is mounted upon theyieldingly-supported body, the greater portion of the jar and vibrationis absorbed by the springs of the vehicle and is not transmitted to thesteering mechanism.

I preferably provide my steering-shaft with a universaljoint, whichconnects the two sections 88"L and 88b thereof, so that said shaft maybe thrown into the vertical position shown in full lines, Fig. 1, whenpeople are getting int-o or out of the vehicle; out when it is desiredto operate the vehicle the said shaft maybe pulled overtowardthedriverinto the dotted-line position, Fig. 1, thus bringing thehand-wheel Within convenient reach of the operator and in such a planeas to be easily grasped by the hands.

The section 88b of the steering-shaft 88 projects through a suitabletubular support 135, and the tubular support is provided with a head136, which is pivoted upon suitable seats or bearings (shown in dottedlines at 137) and carried by flanges 179 on the brackets 92 and 138,respectively, whereby the said support may swing toward and from theseat of `the vehicle. The shaft 88, which turns in the su pport 135,hasthe universal joint 140 in line with the pivotal aXis of the head 136.The

form of universal joint I preferably employ is shown in Figs. 11 and 12,and it comprises the swivel-block 150, having projecting from the sidesthereof the four pivot-screws 151, upon which the forked heads of theshaftsections 88a and 88b are pivoted. Each of said screws is concavedat its inner end, and to lock the said screws from becoming loosened Ipreferably pass vertically through the said swivel-block, as seen inFig. 11, a locking-screw 153, said screw fitting the curved inner endsof the screw 151, and thus locking them from rotation. To hold the saidlocking-screw in position, I may, if desired, provide a cotter-pin 154at its lower end.

The steering-shaftis preferably made telescopic, so that the hand wheel30 may be moved closer to or farther from the driver, and on referringto Fig. 10 the section 88b of the shaft telescopes into the uppertubular section 88c thereof, the said sections being locked together byany suitable means, as by means of a key 161, riveted to the lower endof the tubular section 88c and playing in a groove in the section 88". Apin 160, screwed in section 88b in alinement with the groove, serves asa stop to prevent the upper section from being drawn off from the lowersection. To lock the telescopic sections of the shafts in their adjustedposition, I clamp to the tubular section 88c a ring 164, having asuitable flange 165, which is swiveled in a head 166, fast to thetubular support 135. By loosening the said screw 167, which clamps thering 164 to the shaft-section 88C, the length of the steering-shaft maybe adjusted, after which by setting up the said screw 167 the section88e will be locked against longitudinal movement. Owing to the swivelconnection between the ring 164 and the head 166, however, the saidshaft may have a free turning movement.

190 indicates a latch which cooperates with the head 136 to lock theswinging support 135 in any angular position desired. This latch ispivoted, as at 191, upon the bracket 92 and is provided with a lockingprojection 193, which plays through the ange 179 and engages any one ofa series of sockets 194 in the head 136, the said latch being held inoperative position by a spring 195. The latch 190 projects up throughthe oor of the vehiclebody and is intended to be disengaged from thehead 136 by the foot of the person in charge of the vehicle. It willthus be seen that the swinging support 135 may be locked in any angularposition desired.

While I have herein described the best means now known to me foraccomplishing the object of my invention, yet I do not desire to belimited to the exact construction shown, as the details thereof may bevaried in many ways without departing from the spirit of my invention,which consists in providing a steering mechanism 'with means forconnecting the steering-shaft either directly to the steering-wheels orindirectly to the IOO IIO

same, as desired, and also in mounting the steering mechanism upon theyeldinglymounted body of the vehicle and providing liexible connectionsbetween the same and the steering-wheels.

Having described my invention, what I claim, and desire to secure byLetters Patent, 1s-

1. In a n1otor-vehicle,a steering-sl1aft,steer ing-wheels, a connectionextending directly from said shaft to the steering-wheels, a secondconnection between the shaft and steering-wheels, said second connectionincluding gearing, and means to render either' of said connectionsoperative.

2. In a motor-vehicle, a steerinmshaft, an arm loose thereon andconnected to the steering-wheels, a worm fast on said shaft, a gearoperating with said worm and also connected to said steering-wheels, andmeans to put either said arm or the gear into operative relation withsaid shaft, whereby the steering may either be done directly from theshaft or indirectly through the gears.

3. In a motor-vehicle, an axle, connected steering-wheels pivotedthereto, a steering- Wshaft, an arm loose thereon, a link connectingsaid arm and steering-wheels, a second link connected to thesteering-wheels, gears between the same and the steering-shaft, andmeans to put either the gears or the arm into operative relation withthe steering shaft whereby said steering-wheels may be turned directlyfrom the shaft or indirect-ly through the gears.

4. In a motor-vehicle,steering-wheels,asteering-shaft, an arm loosethereon, a second arm, gearing between said second arm and the shaft,connections between each arm and the steering-wheels, and means to puteither said loose arm or said gears in inoperative relation with saidsteeringshaft- 5. In a motor-vehicle, steering-wheels, a steering-shaft,a worm fast thereon, a slidably-mounted worm-gear adapted to meshtherewith, connections between said wormgear and the steering-wheels, anarm loose on said steering-shaft and connected to the steering-wheels,and means to put either the arm or the worm-gear into operative relationwith the steering-shaft.

6. In a motor-vehicle, steering-wheels, a steering-shaft, a worm fastthereon, a slidably-mounted worm-gear adapted to mesh therewith, andhaving an arm, an arm loose on said steering-shaft, links between eachof said arms and the steering-wheels, and connections between saidworm-gear and loose arm, whereby when one is in operative relation tothe steering-shaft the other is in inoperative relation therewith.

7. In a motor-vehicle, a pair of steeringwheels, a steering-shaft, asleeve loose thereon and having an arm projecting therefrom, said sleevehaving a clutch member coperating with a clutch member on the shaft,connections between said arm and the steeringwheels, a worm fast on saidsteering-shaft, a slidably-mounted worm-gear adapted to mesh with saidworm, connections between said gear and the steering-wheels, and meansconnecting said sleeve and worm-gear whereby when the sleeve is clutchedto the shaft the gear is out of mesh with the worm.

8. In a motor-vehicle, a pair of steeringwheels, a steering-shaft, asleeve loose thereon and including a clutch member, a coperating clutchmember on the shaft, a worm fast to the shaft, a slidably-mountedwormgear adapted to mesh with said worm, means to connect said sleeve tothe steering-wheels, independent connections between said worm andsteering-wheels, means to put said gear into or out of mesh with theworm, and connections between said gear and sleeve, whereby when thegear is out of mesh with the worm the sleeve is clutched to the shaft.

9. In a motor-vehicle, steering-wheels, a yieldingly-supported body,steering mechanism carried by said body, said mechanism including asteering-shaft extending through the floor of the vehicle and flexibleconnections between said shaft and the steeringwheels, said shaft havinga universal joint therein substantially at the Hoor-line of the body,whereby the said shaft may be moved toward and from the seat withoutoperating the steering-wheels.

10. In a motor-vehicle, steering-wheels, a yieldingly-supported body,steering mechanism carried thereby, said mechanism'including a supportpivoted to swing toward and from the seat of the vehicle, asteering-shaft journaled in said support, said shaft having a universaljoint situated in the line of the pivot of the support, and flexibleconnections between said shaft and the steering-wheels of the vehicle.

ll. In a motor-vehicle, a yieldingly-mounted body, a steering-shaftcomprising two sections connected` by a universal joint, bearingsrigidly carried by the vehicle-body in which the lower section of theshaft is journaled, connections between said latter shaftsection and thesteering-wheels, and a support pivoted to the body and having bearingsin which the upper section of the shaft is journaled.

l2. In a motor-vehicle, a yieldingly-mounted body, a steering-shaftcomprising two sections connected by a u niversal joint, bearingsrigidly carried by the body and in which the lower section of the shaftis journaled, flexible connections between the said lower shaftsectionand the steering-wheels, and a support pivoted to the vehicle-body andhaving bearings in which the upper section of the steering-shaft isjournaled, said upper section of the shaft being extensible.

13. In a motor-vehicle, a vehicle-body, supporting members extendingtransversely thereof, brackets on said supporting mem- IOO IIO

bers, a stationary shaft comprising two sections connected by auniversal joint, the lower section being journaled in bearings in saidbrackets, and a support pivoted to said brackets and in which the uppersection of the shaft is journaled.

14. In a motor-vehicle, steering mechanism including a tubular supportpivoted to swing toward and from the seat of the vehicle, a iexible andextensible steering-shaft` in said support, a hand-wheel at the upperend of said shaft, and means to connect said shaft to thesteering-wheels of the vehicle.

15. In a motor-vehicle, running-gear including steering-wheels, a bodysupportedon said running-gear, and steering mechanism carried by thebody, said mechanism including a steering-shaft extending through thefloor of the vehicle, and a plurality of independently-operativeconnections between said shaft and the steering-wheels, said shafthaving a universal joint therein substantially at the Hoor-line of thebody whereby the shaft may be moved toward and from the seat withoutaecting the position of the steeringwheels.

16. In a motor-vehicle, running-gear including connectedsteering-wheels, a body yieldingly mounted on said running-gear, asteering-shaft supported entirely by said body, said shaft having anarm, and a link connecting said arm to the spindle of one ofthe'steering-wheels, saidv link having a uni! versal-joint connectionwith the said arm.

17, In a motor-vehicle, a steering-head, and a plurality ofindependently-operative connections between said head andsteeringwheels.

18. In a motor-vehicle, a steering-shaft, a plurality of independentconnections between said shaft and the steering-wheels, and means forrendering either of said connections operative.

19. In a motor-vehicle, a steering-shaft, two independent connectionsbetween said shaft and steering-wheels, and means whereby when oneconnection is operative the other connection is rendered inoperative.

20. In a motor-vehicle, a steering-shaft, a plurality of independentconnections between said shaft and the steering-wheel, said connectionsconstructed to transmit the turning movement of the shaft about its axisto the steering-wheels, 'and means to render either of said connectionsoperative.

2l. In a motor-vehicle, a shaft, two independent connections between theshaft and the steering-wheels, both of said connections adaptedtotransmit the turning movement of the shaft to the steering-wheels, andmeans to render either of said connections operative, the constructionbeing such that one of said connections gives to the steering-Wheels agreater angular movement than the other for a given angular movement ofthe shaft.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

CHARLES OROMPTON.

Witnesses:

HENRY W. KING, M. L. POTTER.

